The Seychelles Blue DB6 Mk2 Vantage Volante is perhaps the most famous convertible Aston in the world: the personal car of HRH the Prince if Whales.
Such a great car in its own right, but has the best ownership history of any car đ
The pale blue DB4 GT Zagato also has an incredible history, having raced at Le Mans and fresh from an extensive restoration by RS Williams Ltd (Aston Martin Heritage Specialists.)
The DB5 ‘saloon’ (not coupe) has also just been fully restored by another leading AM Heritage Specialists, Aston Engineering. its been painted in one of the nicest 1960s AM colour: Black Pearl.
The silver DB4 looked very smart and had an interesting history – many enthusiasts prefer the original form of the ‘4, rather than the longer and heavier DB5.
The dark blue DB5 is also very special. It was an AML development car for the Tadek Marek designed V8 engine and has also been recently restored.
Notables include 1947 125 S (first production Ferrari ever built, on loan from factory), 1962 Ferrari 250 GTO (second model produced/factory test car), 1961 250 GT SWB âHot rodâ (rare lightweight special) and 275 GTB/C (one of only 12 competition models)
More than half Ferraris presented carry revered Classiche certification
Main 75th Anniversary Class complemented by 75-Ferrari owner gathering and 40-plus Classiche group
The sheer breadth of the group is mesmerising, ranging from the first production car that rolled off the line – on a rare outing from Ferrariâs own collection – to seldom-seen rarities that illustrate the companyâs innovative and envelope-pushing approach to design and engineering from the â50s through to the â80s.
1947 Ferrari 125 S This is where it all started – the first car to carry the famous Cavallino trademark. After leading much of Alfa Romeoâs grand prix success pre-war, Enzo Ferrari founded Ferrari S.p.A in 1947, and the 125 S presented on Blenheimâs South Lawn is the actual car that launched the Ferrari legend, being the very first to emerge from its Maranello factory.
Then, perhaps more so than now, the heart of the new model was its engine. A V12 unit of 1 Âœ-litre capacity was almost unprecedented. Itala, Fiat and Auto Union had all dabbled with the concept, but other than a single outing in the 1927 Milan GP for a so-powered Fiat race car, none had yet succeeded. Ferrari changed all that, and working with Gioachino Columbo, developed an engine perfectly suited to Formula 1âs 1 Âœ-litre supercharged class, and also one that would serve as the basis of a production sports car.
With a total capacity of just 1496cc, meaning 124.73cc per cylinder (hence the â125â moniker), the 125 Sâs engine produced 118bhp at a dizzying 6800rpm. Such a small-capacity V12 engine bestowed the fledgling model with advantages in both performance and reliability, and while Enzo Ferrari declared the modelâs debut at the Piacenza circuit as a âpromising failureâ, over the following four months the 125 S won six out of its next 13 races, the first of which being the Rome GP.
Unveiled in 1962, the 250 GTO was essentially a race car with number plates, which could also perform impeccably as a true Grand Routier road car. Designed by Giotto Bizzarrini, and based on the 250 GT SWB, the GTO made its public debut at the annual pre-season Ferrari press conference in January 1962.
Powered by the race-proven Tipo 168/62, 2953cc V12 from the 250 Testa Rossa, the GTO was rated at 296bhp and delivered drive to its rear axle via an all-new 5-speed synchromesh gearbox. Performance was prodigious, 0-60mph arriving in 5.4 seconds, the Πmile in 13.1 seconds, and a barely believable 174mph being achievable on the right circuit.
The GTOâs all-aluminium body had been wind-tunnel tested â covering new ground for Ferrari, which was fearful of its rivals stealing a march – resulting in the modelâs long, low nose with its distinctive air intakes and removable covers.
But while the GTO was a fearsome road car, its reputation was carved out on race circuits around the world, delivering a roll-call of victories that few could match. A second overall at Sebring marked the GTOâs race debut, followed by class wins in the International GT Championship in 1962, â63 and â64. By the time the car bowed out of manufacturer campaigns, it was one of the last front-engined cars to remain competitive in top-level motorsport.
As well as being the second production 250 GTO of 37 cars that Ferrari built, chassis 3387 GT was used as a rolling test-bed for later series cars. During early testing at Monza, the car received a small tail spoiler, a modified fuel filler and vents built into the rear fenders.
Originally delivered to Ferrariâs North American importer, Luigi Chinetti on March 16th 1962, the car was immediately pushed into service with Chinettiâs North American Race Team (NART), with drivers Phil Hill and Olivier Gendebien finishing second overall in the aforementioned Sebring 12 Hours that year. The car was then returned to the factory and prepared for the 1962 24 Hours of Le Mans, where Bob Grossman and George Robert Jnr. achieved a sixth place overall and third in class.
Today, chassis 3387 GT is presented in its original Sebring 12 Hour specification, after being fully restored by Joe Macari and Ferrari Classiche.
Towards the end of the 250 GT SWBâs production life, Ferrari S.p.A was in desperate need of cash to fund future development and maintain its upper hand, especially in sports car racing. For the first time in Scuderia Ferrariâs history it went public under the name âFerrari SEFAC S.p.Aâ (SocietĂ Esercizio Fabbriche Automobili e Corse Ferrari), and as investors clamoured to buy a piece of Maranello magic, sufficient cash became available to start work on the GTâs successor, the 250 GTO.
But in the meantime, races still needed to be won, so up to 20 250 GT SWBs, known as SEFACs, followed by the nickname âHot rodâ, were produced. Not all cars received the full menu of modifications, but those that did were demonstrably different from the standard model. They were fitted with the lighter Tipo 539/61 chassis with smaller diameter tubing and extra pick-up points for the rear suspension, supporting bodywork made of exceptionally thin 1.1mm aluminium. Powering the car was a Testa Rossa-spec engine with higher-lift camshafts, larger intake tracts and exhaust headers, and six twin-choke Weber 46 DCF/3 carburettors. The net result was 300bhp, a 0-60mph time of 5.0 seconds and a top speed of 160mph.
Ferrari had become increasingly wise to the burgeoning North American market for open-topped performance cars through importer Luigi Chinetti on the east coast and John von Neumann in California. With the launch of the 250 GT SWB in 1959, Ferrari had the ideal platform for a Spider variant with prodigious performance from its 240bhp 3.0-litre V12 engine, and sharp, responsive handling from a model that had dual appeal on road and track. Designed by Pinin Farina, the California Spider was first unveiled at the Geneva Show in 1960 and rapidly became a hit with the rich and famous – Steve McQueen, Clint Eastwood and James Coburn all falling for its charms. But its appeal was more than skin-deep, as privateer race teams soon realised its potential on racetracks in Europe and North America.
1966 Ferrari 275 GTB/C â chassis 09041 Yet another rarity to grace Blenheimâs South Lawn is a highly sought-after 275 GTB/C, the âCâ denoting one of just 12 models that were developed for competition use, with this particular car being one of four built to RHD specification. Making this car even more unusual, is that it was never used for competition â which perhaps explains itâs remarkable originality.
Based on the 1965 275 GTB road car, the GTB/C (âCâ representing âCompetizione Clienti) was designed for customers as a dual-purpose road and track car. Factory records reveal that no two cars were specified the same, and in some cases, cars were modified still further following purchase. But chassis 09041 retains all its factory features. Mechanically, these included dry-sump lubrication, three bespoke Weber 40 DF13 carburettors, a raised compression ratio and modified pistons, connecting rods, exhaust valves and crankshaft. The 275âs transaxle casing and bellhousing were re-formed in magnesium alloy, while a close ratio gearset and strengthened limited slip differential was fitted. Further weight-saving measures extended to removing all sound-deadening and replacing all glass, apart from the windscreen, with Plexiglass. Completing this carâs competition spec is a 140-litre fuel tank.
Originally launched at the Geneva Motor Show in 1966, the 365 California Spyder was the first of the 365 models to replace the 500 Superfast and 330 range, with the fixed-head 2+2 variant arriving a year later. Based on the 500âs chassis, the 365 Californiaâs Columbo-designed 4.4-litre V12 engine was derived from the previous yearâs 365 P competition car and offered a 320bhp output enabling 150mph-plus performance.
Designed by Tom Tjaarda at Pininfarina, the Californiaâs clean lines adopted the 206 GTâs arrow-shaped side air intakes which artfully diverted your eyes from the door opening, and created a timeless, elegant profile that suited its moniker to a tee.
Finished now in the same Blue Sera colour over a beige Conolly leather interior it would have sported when new, chassis 09985 was purchased by a Far East collector after passing through three UK owners. The car was then displayed in Californiaâs Blackhawk Museum for over 10 years before being purchased by specialist Tom Hartley Jnr. The car was then sold to its current owner, who commissioned a full restoration at Bob Houghton, after which it was awarded Ferrari âRed Bookâ Classiche certification.
Classiche certification is available to all Ferrari road cars built more than 20 years ago, as well as Ferrari F1 cars, sports cars and sports prototypes of any age. The certification draws upon Ferrariâs extensive archive to establish that eligible cars conform to the original factory design and specification.
The benefits of such a system include protecting a carâs heritage, increasing its sale value, and accessing prestigious events where originality is favoured.
Also on September 3rd, and continuing through Sunday 4th, will be a unique opportunity to view over 40 Classiche-certified Ferraris on the Dukeâs croquet lawn.
But Phantom II owners also had the option of enhancing these improvements still further. As a Continental, the model was based on the shorter, 144-inch Phantom chassis, complete with stiffer five-leaf springs, a lowered steering column and higher axle ratio. In this form, the Phantom II could attain a more Bentley-like 95mph top speed, and as a journalist from The Motor opened in March 1934, it was âPowerful, docile, delightfully easy to control and a thoroughbredâŠ.â
The Twenty, or 20hp, was first conceived before WW1, though the war itself meant that production didnât start until 1922. Like the Phantom, the Twenty was marketed for the owner-driver, with only the more expensive Ghost seen as a chauffeur-driven model. Manufacturing quality was second to none, and consequently the Twenty quickly built a reputation for its durability and longevity.
Powered by an inline âsixâ of 3127cc, with a seven-bearing crankcase and a detachable cast-iron cylinder head, the engine effectively became the template for all Rolls-Royce âsixesâ until the 1950s. Like the Phantom II, the Twentyâs four-speed gearbox was in unit with the engine.
First owned by Frances Wiggan-Smith, whose husband was the aforementioned Rolls-Royce director and friend of Churchill, the car was eventually laid up during the war years. In 1966, records show that Jenny was towed from Derby to Lincoln in a poor state, while owned by the Eminson family. It was then sold in 1972 and emerged in Michigan, USA, before being repatriated in 1977 by Michael Stainer, still in its original but unrestored condition. The Real Car Company acquired the Twenty in 1999, and once more it ended up with a US owner, this time in California. Having learnt of that personâs passing in 2015, the current owner bought Jenny sight unseen, and once again the car was brought home to the UK.
The Phantom III was a magnificent piece of engineering, and a major departure from its predecessor. Apart from the familiar grille and retention of a separate chassis, almost everything else about the car was new. The Phantom IIIâs two great innovations were that it had independent front suspension, and a highly advanced, and all-new V12 engine.
Concours of Elegance to assemble finest selection of classic Ferraris ever seen in UK to celebrate marqueâs 75th birthday.
Jaw dropping line-up up to include hallowed one-of-36 250 GTO, perhaps the worldâs most sought-after car
Other stunning Ferraris on show from range of eras, including ex-Stirling Moss Ferrari 250 GT SWB, & the one-of-two â60s âTre Postiâ prototype – never before seen in UK
In total, nearly 1,000 vehicles will be on display across the weekend as further features are revealed in the coming weeks
The Concours of Elegance remains the UKâs top concours dâelegance and among the top three in the world
The Concours of Elegance, presented by A. Lange & Söhne, is delighted to announce that its 2022 event â now just over one month away â will feature a sensational collection of ultra-rare and highly significant Ferraris.
The display, devised to celebrate the marqueâs 75th birthday, will feature arguably the most exceptional group of Ferraris ever assembled in the UK. The fabulous Modenese machines will line up in the grounds of Hampton Court Palace from the 2nd to the 4th of September, for the eventâs 10th anniversary show. The display of both road and competition machines will join a field of over 70 Concours cars, once again proving why the Concours of Elegance is the leading Concours in the UK, and one of the top three globally.
The jewel in the crown of the Hampton Court Palace display will be what is for many the ultimate Ferrari, indeed, the ultimate car â the inimitable 250 GTO. With its mix of striking, curvaceous beauty, motorsport optimised V12 performance and scarcity â just 36 were built – it has become the car arguably most coveted by collectors; the âholy grailâ for Ferrari aficionados. The homologation special GTO was revealed in 1962, an evolution of the 250 GT SWB, with upgrade works carried out by the talented young engineer Giotto Bizzarrini, who would go on to form the eponymous marque. As part of the revisions, the body was re-worked by Scaglietti, with wind tunnel testing used extensively to mould the now iconic GTO shape. The car was lengthened to aid top end speed, with an elongated and lowered nose; the rear was also stretched, the tail given an upwards kick to improve high-speed stability.
Nestled in under the long bonnet was a single-cam 3.0-litre iteration of Ferrariâs venerable Colombo V12, lifted from the Testa Rossa racing car. The motor produced 300 bhp, near enough 100 bhp per litre â quite a feat of engineering in 1962 â and revved with a wonderful V12 howl all the way to 8,000 rpm. The gearbox was a five-speed manual, the long aluminium gear lever rising dramatically from the iconic open-gate, sitting close to the wooden rimmed steering wheel; ideally placed for quick shifts in the heat of an on-track battle. The GTO was wonderfully light when compared to its competitors, at circa 1000kg, and could hit 0-60 mph in under 6 seconds, and 170 mph flat out. The outstanding performance was coupled with stand-out reliability and mechanical resilience. Such a combination made the 250 GTO was a seriously impressive racing machine.
The GTO that will be on display this September at Hampton Court is chassis number 4219GT, delivered new to a young American heiress Mamie Spears Reynolds in 1963. An intriguing character, Reynolds was born into the rarefied upper echelons of American society – her father was a senator and her mother from a successful gold mining family. Her godfather was a certain J Edgar Hoover, former director of the FBI. Reynolds also happened to be a committed car and racing enthusiast, in fact, she was the first woman to qualify for the Daytona 500.
In early 1963, aged just 20, she visited New York City, on the hunt for suitable Ferrari to campaign for the upcoming racing season. It turned out to be a productive trip; she found both the 250 GTO, and her future husband â Luigi Chinetti Jr, son of 3x Le Mans winner Chinetti Sr, at that point the exclusive US importer for Ferrari, and owner of NART (North American Racing Team).
By the February of â63 Reynoldâs GTO was lining up at the iconic banking of Daytona for the 3-Hour Continental, with Pedro Rodriguez at the wheel. The exotic Italian interloper saw off the challenges of the thunderous V8 Corvettes and Cobras, to take victory. After competing in the 12 Hours of Sebring later that spring, the GTO was sold by Reynolds to Beverly Spencer, owner of a Buick dealer in California, that also, somewhat bizarrely, doubled as a Ferrari outlet. 4219GT would remain on the west coast until the early 1990s when it was brought to the UK, where it has since been used entirely as intended by its enthusiast owner. Irresistible in its deep, dark blue paint, it is perhaps the most stunning example of the ultimate Ferrari. Septemberâs glamorous event will offer a fabulous opportunity to savour a genuine automotive legend which also ranks among the most valuable cars in the world. For those partial to a prancing horse, it really doesnât get any better.
Joining the 250 GTO at Hampton Court will be a very early Ferrari road car, a 195 Inter from 1950. A glamorous Grand Touring model, the 195 Inter was introduced by Ferrari at the Paris Motor Show in 1950. A highly-elegant coupe, the 195 was aimed at Europeâs moneyed elite â competing with the likes of the recently launched Aston Martin DB2. Just 28 examples were built, with a range of distinguished, flowing bodies produced by the leading coachbuilders: 13 were by Vignale, and 11 by Ghia, with 3 Touring bodied cars and a solitary example finished by Motto. With a sweet 130bhp, 2.3-litre version of the Colombo V12, the 195 stood out as particularly exotic in the early 1950s. The car that will be lining up in the palace grounds is one of the sensationally beautiful Touring bodied cars.
Also on show will be an example of a successor to the 195 Inter, the 250 GT Europa, which was launched by Ferrari in late 1953, once again at the Paris. The Europa marked the start of the famed 250 lineage, that would go on to include the GT SWB, California Spyder and of course, the aforementioned GTO. Its Colombo V12 produced 220bhp, meaningfully up on the earlier cars. With only 34 built, this is one of the most sought-after Ferraris. Like the 195 Inter, the 250 Europa is a beguiling motor car from this illustrious marqueâs fascinating formative years. Two wonderful cars not to be missed.
This Septemberâs glamorous event will also feature particularly exceptional car, a 250 GT SWB SEFAC. This SWB was one of only 20 SEFAC âHotrodâ 250 Berlinettas built by Scuderia Enzo Ferrari Auto Corse (SEFAC), optimised to be dominant on track. The short-wheelbase 250 that will be on display was upgraded considerably over the âstandardâ SWB; with almost 300 bhp on tap it was capable of 0-60 in just 5 seconds â very brisk for 1961. This particular car, chassis 2735, was raced extensively in period by Stirling Moss, among their highlights a win at Goodwood in the Tourist Trophy in August â61. In Mossâ hands it was the fastest GT racing car in the world. It will add further depth to this superb display of highly significant Ferraris.
The peerless selection of Ferraris will also feature the nigh-mythical Ferrari 365 P Berlinetta Speciale â more commonly known as the âTre Postiâ. The wide, low, and arrestingly sleek 365 P, originally conceived to form the basis of a Le Mans racer, was revealed to the world at the 1966 Paris Motor Show. It subsequently toured the globe, wowing audiences with its futuristic Pininfarina body, outrageous three-seater cabin, and mid-mounted V12 â the first Ferrari road car to be so configured. With only two in existence, this highly significant Ferrari is also among the rarest and most valuable. This Septemberâs event will present a special opportunity to see this exceptional car up close in the most spectacular of settings.
These fabulous Ferraris and many more will be on show as part of the display of over 70 exceptional Concours Cars at this Septemberâs glamourous event. Further star cars are set to be announced in the coming weeks. Outside the main display of vehicles, the Concours of Elegance will assemble around 1,000 further cars in a series of special features and displays, as well as a live collector car auction by Gooding & Co.
James Brooks-Ward, Concours of Elegance CEO, said: âWe are immensely proud to have assembled such a remarkable line-up to celebrate Ferrariâs 75th birthday, to sit at the centre of our 10th anniversary show. With such a fabulous selection of highly-significant motor cars from his most evocative and storied of marques â all sourced from world leading private collections – it will likely be the greatest display of Ferraris ever assembled in the UK. We cannot wait to welcome guests to Hampton Court Palace in just over a monthâs time for what is set to be a truly unmissable occasion, the UKâs ultimate automotive extravaganza.â
Away from the automotive displays, Concours of Elegance will once again be an occasion of pure luxury, with champagne provided by Charles Heidsieck, picnics by Fortnum & Mason, and a collection of art, jewellery and fashion displays. Presenting Partner A. Lange & Söhne will once again showcase some of its most intricate timepieces.
Tickets to the Concours of Elegance 2022 are available now from just ÂŁ35 for half-day entry, with full three-course hospitality packages from ÂŁ320. Tickets can be bought from concoursofelegance.co.uk/tickets
Beaulieu will be celebrating a golden era of motoring with a brand new Nifty Fifties display, as part of International Autojumble, returning on Saturday 10th and Sunday 11th September for a packed weekend of buying, selling and automotive enjoyment.
Following in the tyre-tracks of the nostalgia-fuelled Forgotten Favourites display at last yearâs show, Nifty Fifties will bring together classic vehicles dating from 1950 to 1959, with a crowd-pleasing line-up from this much-loved era. The display will be just one of the features of the event, eagerly anticipated by thousands of motoring enthusiasts.
All 1950s motors are invited to take their places in the show, from popular British saloons and sports cars such as Standards, Wolseleys and Austin-Healeys, to chrome-laded American classics such as Chevrolets and Cadillacs, European favourites such as Porsches, Citroens and Volkswagens, and even eye-catching bubble cars. If your pride and joy was built during that decade, book your place in the line-up now.
To apply to join the Nifty Fifties display with your 1950s car, visit beaulieu.co.uk/events/international-autojumble/nifty-fifties. Places are limited and show entry is free for vehicles that are accepted. Successful owners will receive a pair of weekend entry wristbands for International Autojumble.
Returning to the Beaulieu parkland as the National Motor Museum celebrates its golden anniversary, International Autojumble has been a cornerstone of the event season for over half a century, as the place to search for bargains and great buys. In addition to the huge selection of spare parts on offer for historic vehicles are motoring books, model cars, vintage clothing, signs, collectables, automobilia and all manner of automotive treasures.
The Bonhams auction will return to International Autojumble for 2022. The greatly-anticipated sale will take place on Saturday 10th, with collectorsâ cars, motorcycles and automobilia all going under the hammer, while Sunday 11th will see Bonhams experts give informative talks to showgoers on buying and selling at auction.
Automart is the perfect opportunity to sell your classic or vintage car or bike, showcasing it to thousands of potential buyers of the course of the weekend. With a car space also including weekend entry to the show and the whole Beaulieu attraction, itâs a great way to get involved with the big motoring-themed weekend.
For more motors on sale, make sure to look at Dealermart, with top condition classics on offer from traders. While on Sunday Trunk Traders offers the chance to find bargains as enthusiasts sell assorted motoring jumble from their car boots.
Show media sponsor Practical Classics magazine will also be there, as the team talks to showgoers and discusses automotive projects past, present and future.
The Concours of Elegance is delighted to reveal that this Septemberâs automotive extravaganza will feature a selection of the very finest pre-war British motor cars.
The glamorous line-up – handpicked from the worldâs leading car collections – will chart the progression of Britainâs innovative, resourceful marques during this fascinating era. The selection will star as part of a wider Concours display featuring 70 of the worldâs rarest, most spectacular vehicles, assembled in the immaculate grounds of Hampton Court Palace from the 2nd to 4th September.
The line-up of British machinery will include not one but two examples of the most famous Rolls-Royce of all, the remarkable Silver Ghost; an emblem of Edwardian engineering excellence, from a time whenâs Britain led the automotive world. The âGhostâ, when launched to the world was a real engineering tour de force, renowned for its exceptional mechanical refinement and effortless power. From 1910 onwards the Ghost was equipped with a smooth, near silent â hence the âGhost; name â 7.4-litre 50 hp straight-six, giving imperious performance and that left contemporary rivals firmly in its dust. The first Ghost that will be on show emerged from the factory on the 30th of August 1912; this grand, stately automobile will appear at Hampton Court Palace days after its 110th birthday. Chassis 2092 was a particularly lavish example, specified with a seven-passenger cabriolet body, its fittings in gleaming brass, rather than the usual nickel. It lived in the UK until the late 1940s, when it travelled by ship from Blackpool to Boston. It remained in the USA for some time, its enthusiast owners including Alex E. Ullman, founder of the famed Sebring 12 Hours race. It returned to the UK in 2001 when it was treated to a full restoration and fitted with an original Arthur Mulliner body – tracked down in Sweden. This wonderful Ghost has since competed with success at concours competitions including Pebble Beach and Amelia Island, whilst also touring extensively, covering 40,000 miles across the US and throughout Europe in recent years; a great car used as intended.
The second Ghost that will grace Hampton Court later this year also left the factory in late 1912, fitted with a Tourer body by Arthur Mulliner of Northampton. It was a particularly special example â an exact duplicate of Chassis 1710, the famous Ghost that won the London to Edinburgh rally in 1911. The Ghost had such effortless power from the gargantuan 7-4-litre engine, that it was able to complete the entire 400-mile journey in top gear. The car that will be on show this September spent much of its early life north of the border, before also crossing the Atlantic in the mid 1950s. It was owned by a prominent member of the Rolls-Royce Owners Club, who replaced the Mulliner coachwork with a âHooper Tourerâ body. It returned to the UK in 1989 and starred as part of marque experts P&A Woodâs Silver Ghost centenary celebrations. This Septemberâs event will offer an excellent chance to examine this splendid brace of richly detailed Silver Ghosts up close â united 110 years after they rolled out of the factory â motor cars that rank among Britainâs greatest of all.
The Concours of Elegance will also welcome the most revered Vauxhall of all this September, the 1925 30/98 Wensum Tourer. When new the high-performance, sporting car – known as the âKing of Thoroughbredsâ – was locked in fierce competition with the Bentley 4.5-litre. Launched back in 1913 as the 30/98 Velox, the model was upgraded in 1922 to become the âOEâ, with a cutting-edge overhead valve engine. Performance was highly impressive, with over 100 mph possible. The car that will be on show at Hampton Court is the most special 30/98 variant, one of just 12 cars supplied with the âultra-sportingâ Wensum body, the light weight of which gave them even more sprightly performance. With its dramatic V-shaped windshield, head-turning âboattailâ coachwork â inspiration for which was taken from contemporary speedboat design – the Wensum was among the most stylish cars of its day. Chassis OE259 is particularly striking with its gleaming chrome finish. It is believed to be one of just six surviving cars, and likely the most original of all, its interior largely unchanged since it left the Vauxhall factory nigh on 100 years ago. One of the last cars produced by the marque before its takeover by General Motors in 1926, the Vauxhall 30/98s retains a particular significance in British automotive history. These fine Edwardian motor cars are, particularly in ultra-rare Wensum Tourer form are highly coveted by collectors.
Also lining up in the Palace grounds will be the 30/98âs aforementioned rival: the 4.5-litre W.O. Bentley. Bentley, founded in 1919, quickly developed a reputation for producing distinguished sporting cars, offering both 3-litre and 6 Âœ litre machines to the moneyed elite. The 4 Âœ litre was first introduced in 1927, effectively replacing the 3-litre car which had become outdated by the late â20s. The new model was more powerful than the 70 bhp 3-litre car, packing 110 bhp in âtouringâ form, and 130 bhp in race trim. The 4 Âœ litre â a powerful, sporting road car, was also highly effective as a competition machine, winning at the famous 24 hours of Le Mans on its debut in 1928. The example on show in under two monthsâ time will be a 1929 Vanden Plas Tourer model, formerly owned by Johnnie Green founder of the Bentley Driversâ Club. Chassis DS3575 sat in storage for decades, before being sent for restoration at R.C. Moss in recent years. Great effort was made to ensure that it emerged from this process looking just as it did when it left the factory in 1929 – the restoration firm going so far as to track down and restore one of the original Rexine machines used for finishing the Bentleyâs bodywork in period. This exceptional British motor car presents superbly, even retaining its original tool kit and ownerâs handbook. Another fine example of British engineering, and one not to be missed.
The fantastic array of pre-war British machinery will be capped off by a superb Lagonda V12 Rapide âDrop Head Coupeâ, which was launched to the world in 1938 as conflict loomed over Europe. The Rapide V12 was introduced by Lagonda as a high-performance luxury grand-tourer, pitted against the dominant Alfa Romeo 2900, with the aim of setting new standards for the class. The âDHCâ – built on a shortened chassis – was a rakish de-facto two-seater, with only a small, removable rear bench behind the driver and passenger. Designed by Lagondaâs in-house designer, Frank Feely â who went on to work for Aston Martin – the Rapide DHC remains a strikingly beautiful car, offering an understated British take on the 1930s streamliner look. The elegant, reserved coachwork belied significant performance, with a fabulously smooth 180 bhp 4.5-litre V12 â designed by a certain W.O. Bentley â under the long bonnet; the Rapide V12 was as match for anything on the open roads of Europe. Such was the performance potential, that modified versions with lighter bodies competed at Le Mans, securing 3rd and 4th place in 1939. The Rapide V12 was also something of a technological tour de force, with independent front suspension and synchromesh for 2nd, 3rd and 4th gears. Unfortunately, production was short-lived; just 17 Rapide V12 DHCs were built before the disruption of war halted play in 1940. This particular car was completed in the September of 1939, just weeks after war broke out, and was soon exported to the United States, where it remained until 1989. On its return to the UK it was restored, and its V12 upgraded to effective Le Mans spec, with four carburettors and modified heads. Septemberâs event will offer an opportunity to savour this stunning and exceptionally rare motor car from the very end of the pre-war era.
These superb British motor cars and many more besides will be on show at this Septemberâs glamourous event, assembled in the immaculate Palace grounds, with further star cars set to be announced in the coming weeks. Outside the main display of vehicles, the Concours of Elegance will assemble around 1,000 further cars in a series of special features and displays, as well as a live collector car auction by Gooding & Co.
James Brooks-Ward, Concours of Elegance CEO, said: âweâre delighted to reveal the fabulous array of highly significant, pre-war British motor cars that will star at Hampton Court Palace in under two monthsâ time, adding to our already sensational line-up. The hand-picked selection will highlight the ingenuity, flair and irrepressible spirit that underpinned Britainâs automotive industry during the pre-war period.
âThe Concours of Elegance is renowned internationally for assembling the finest automobiles in existence, in the most spectacular of settings, and our tenth anniversary show will raise the bar once again; it really is going to be the ultimate automotive extravaganza.â
Away from the automotive displays, Concours of Elegance will once again be an occasion of pure luxury, with champagne provided by Charles Heidsieck, picnics by Fortnum & Mason, and a collection of art, jewellery and fashion displays. Presenting Partner A. Lange & Söhne will once again showcase some of its most intricate timepieces.
Tickets to the Concours of Elegance 2022 are available now from just ÂŁ35 for half-day entry, with full three-course hospitality packages from ÂŁ320. Tickets can be bought from concoursofelegance.co.uk/tickets
About the annual Concours of Elegance: Established in 2012, the inaugural Concours of Elegance was held within Windsor Castle to mark the diamond jubilee of Her Majesty The Queenâs reign. Organised by Thorough Events, the first Concours of Elegance set a new global benchmark for a classic car concours; winning prestigious awards in the process; unheard of for a âstart-upâ event in its first year. The second Concours of Elegance was held in 2013 to equal fanfare at the historic Royal Palace of St James in London, with the widely acclaimed third Concours set in the stunning grounds of Hampton Court Palace in September 2014, before heading to the Palace of Holyroodhouse in 2015. Only cars of the highest calibre are invited to the Concours of Elegance, from all over the world, painstakingly selected by the Concours Steering Committee; a respected team of authoritative historic car experts. A key objective of the annual Concours of Elegance is to raise significant sums for charity. www.concoursofelegance.co.uk
Historic Royal Palaces Hampton Court Palace is cared for by Historic Royal Palaces, the independent charity that also looks after the Tower of London, the Banqueting House, Kensington Palace, Kew Palace and Hillsborough Castle in Northern Ireland. We help everyone explore the story of how monarchs and people have shaped society, in some of the greatest palaces ever built. We raise all our own funds and depend on the support of our visitors, members, donors, sponsors and volunteers. With the exception of Hillsborough Castle, these palaces are owned by The Queen on behalf of the nation, and we manage them for the Secretary of State for Culture, Media and Sport. Registered charity number 1068852. For more information, visit www.hrp.org.uk.
